• Proceedings of the KSR Conference
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• 2008.06a
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• pp.122-127
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• 2008

General bus stop is very simple and have some problem to protect the passengers and don't have any proper information messenger for the convenience of bus riding in spite of present initiative bus information system. However, this paper have introduced new conceptual modular-smart station avaliable to both public bus and bimodal tram. It can secure the passenger's safety from other danger attributes like running car or unexpected natural disaster and supply the passengers the variable information from display which is connected to the control center. Therefore, modular-smart station is both shelter and information messenger for passenger's safey and convenience.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.2
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• pp.89-105
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• 2024

Bus stop improvement conveys users their usability. It is essential that transportation jurisdictions should identify quantitative effects of a bus stop improvement to invest effectively and expand consistently. Nevertheless, there is currently no research to estimate the quantitative effect on bus stops improvement. In this study, the willingness to pay and the benefit-cost ratio for the bus stops improvement were estimated through a contingent valuation method based on user satisfaction. It was found that the bus stop improvement located in urban areas can achieve high-cost benefits, and it in suburban areas has a great impact on improving the quality of life of local residents. The results of this study will be used as a basis for expanding the bus stop facility improvement project.

• Science of Emotion and Sensibility
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• v.12 no.4
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• pp.451-460
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• 2009

This study had been carried out based on the users' behavioral pattern in order to survey characteristics of bus station, a public facility. As a detailed analysis, quantification theory type 3 was performed based on 50 number of samples installed at each local governments as targets in order to evaluate bus station attributes and to survey its characteristics. As a result of this experiment, it was revealed that installation pattern of bus station would differ depending on characteristics of four axis of migrating population density, functionality and simplicity, metropolitan city of densely populated companies, local city with strong locality, the front of school with dense migrating population, secluded rural village, specific place like museum, rural area with dense migrating population. Therefore, in this study, detailed items were suggested comprehensively so that the design considering local environment and users' characteristics, in addition to modeling features of bus stations suitable for local characteristics, could be progressed. If any design and model complying with local environmental features based on above contents should be applied, bus station would be assessed by the users more positively in the future.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.16 no.5
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• pp.134-143
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• 2017

In the case of highway, there may be a large number of travel time groups when there are a bus exclusive lane, a rest area, a sleeping shelter, etc. in the corresponding section. In most of the conventional travel time estimation studies, one representative travel time (assuming normal distribution) group is assumed in the low sample collection state, and if it is out of the specified range, it is determined as outliers and then the travel time is estimated. However, if there is a bus exclusive lane, a rest area, or a sleeping shelter in the relevant section, such as the highway, the distribution of travel time will be in the form of a bi-modal or a multi-modal, rather than a regular distribution. Therefore, applying the existing estimation methodology may result in distorted results. To solve this problem, first, it should be reliable even in the case of insufficient number of samples. Second, we propose a methodology to select the representative time group among a number of time groups and to estimate the representative time using individual time data of the selected time group.

• Journal of the Korean Institute of Rural Architecture
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• v.11 no.3
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• pp.11-18
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• 2009

The purpose of this paper is to find out the investigation of overseas case in Street Furnitures of Public Design. Thus this research regions select among the waterfront cities; Tokyo/Yokohama(Japan), Nies/Cannes(France), Shanghai(China), Vancouver(Canada), in addition to the city of art and romance; Paris. Above all, it is necessary to study concept of public design and definition of street furnitures. The survey data collected from forenamed cities and the items of street furnitures are various installments such as kiosk, bench, bollard, litter-bin, sign board, toilet, bus/taxi station, fence, shelter, lighting column, fountain, telephone-booth, clock-tower, automaton, bicycle stand, playing object etc. In this study street spaces are analysed that is related to regional surroundings and pedestrian's culture. Consequently, design trend of street furniture in foreign case analysis are going into thoroughly modern image as well as checking of form, color, material and maintenance system. According to the above findings, this paper will provide basic data for establishing of the street furniture and improving of public design to the regional citizen, local government officials and regional experts.

• Wind and Structures
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• v.14 no.1
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• pp.55-70
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• 2011

This study investigates the design criteria required for wind barriers to protect vehicles running on an expressway under a high side wind. At the first stage of this study, the lateral deviations of vehicles in crosswinds were computed from the commercial software, CarSim and TruckSim, and the critical wind speeds for a car accident were then evaluated from a predefined car accident index. The critical wind speeds for driving stability were found to be 35 m/s for a small passenger car, yet 30 m/s for a truck and a bus. From the wind tunnel tests, the minimum height of a wind barrier required to reduce the wind speed by 50% was found to be 12.5% of the road width. In the case of parallel bridges, the placement of two edge wind barriers plus one wind barrier at center was recommended for a separation distance larger than 20 m (four lanes) and 10 m (six lanes) respectively, otherwise two wind barriers were recommended.

• Journal of Environmental Science International
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• v.33 no.1
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• pp.75-85
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• 2024

An intensive observing period (IOP) of heatwaves in the urban region of Seoul in the summer of 2023 was carried out to understand the changes in air temperature and road temperature induced by environmental conditions. The temperature observed at eight points with different urban environmental conditions was compared with the temperature by the KMA/AWS to analyze the characteristics of change in air temperature by height and the change in road temperature according to environmental conditions and road sprinkler. The comparison of the average temperature observed in different urban environmental conditions with the temperature observed at KMA/AWS showed that the air temperature in asphalt and open space sites was 0.7 to 2.3℃ higher and that the one in bus stops was 0.9 to 2.3℃ higher. In terms of temperature deviations depending on residential type, the temperature in highly populated areas was about 0.1 to 0.8℃ higher than that of apartment complexes. In addition, regardless of the size of a park, the temperature in the park was lower than the temperature in dense housing areas and apartment complexes. In asphalt and residential areas, the road temperature was higher than the temperature at a height of 150 cm, Conversely, road temperature was lower than air temperature in a shaded shelter and large park. In addition, after spraying a surface road, the road temperature immediately dropped by about 3 to 4℃; however, after about 20 minutes, it rose again to the previous road temperature. This change in road temperature appeared only for the temperature of 30 cm height.